Railway draft rigging



Aug 9, 1932. E. R. SCHULZ RAILWAY DRAFT RIGG'ING Original Filed March 10', 1928 \N v M N Patented Aug. 9, 1932 unease STATES PATENT; ame

- ERNEST R. SCHULZ, OF CHICAGO, ILLINOIS, 'ASSIGN'OR TO W. H; MINER, ;INC., OiF

' CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE RAILWAY DRAFT RIG-GING- Application filed March 10, 1928, Serial No. 260,741. Renewed August 23, 1930.

This invention relates to improvements in railway draft riggings.

In railway practice, especially in the operation of freight cars, a frequent source of trouble has been'the inability to maintain the standard coupler in proper horizontal condition to align truly with the shock absorbing mechanism. This is due principally to the coupler shank being keyed to the yoke or links at a point inwardly of the bufier block, and the mainsupport for the coupler being the usual carry iron located at a point outwardly of the key connection. The coupler head being relatively heavy and the carry iron relatively narrow, there is thus a tendency for the coupler head to droop by rocking on the carryiron, thereby disturbing the true horizontal alignment of the A coupler shank with the shock absorbing e3 mechanism. The overbalanced condition of the coupler has a constant tendency to destroy the carry iron. i

The difficulties pointed out obviously be- M come greater when the coupler travel is increased. Inasmuch as thereis at the present time a definite tendency, in railway practice, to increase the coupler travel over the approximate two and three-quarters inches n usually employed, and particularly in buff, the overhang of the coupler head in the normal full release condition and in full draft of the parts is materially increased, with resultant damaging effect. a One object of my invention is to provide simple, efficient, and inexpensive means for overcoming the defects pointed out, by properly supporting the coupler so as to assure true alignment of the shank thereof with the shock absorbing mechanism at all times.

Another object of the invention is to pro vide means for associating the coupler and dra-ft acting means of a railway draft rigr ging, whereby the coupler shank is adequately supported and maintained in proper alignment with the shock absorbing mechanism,

the improved means being particularly adapted foruse in draft riggings employing a yoke acting member enclosing the shock absorbing mechanism proper.

More specifically, an object of my invention is to provide, in a railway draft rigging 7 including the usual yoke enclosing the shock absorbing mechanism, supporting means'for the coupler shank of a railway draft rigging which is so arranged as to sustain the weight of the major portion of the coupler shank, and is in turn supported by both the usual carry iron and the yoke member, whereby the coupler is maintained in proper alignment with the shock absorbing mechanijsm.

A still further object of the invention is to provide means for supporting the coupler of a railway draft rigging in proper alignment with the shock absorbing mechanism and maintaining such alignment, including. a supporting wear plate for the coupler shank having'sliding engagement with the carry iron and supported at the rear end directly by the yoke member with which it'interlocks,

the supporting wear plate extending out- Wardly closely adjacent the coupler head,

thereby preventing rocking of the same.

Another and more specific object of the invention is to provide, in a railway draft rigging including the usualcoupler co-opcrating with a shock absorbing mechanism, a wear plate supported and guided by the usual carry iron and in turnsupporting the coupler shank, together with a yoke member enclosing the shock absorbing means, the yoke memher being provided with the usual coupler shank receiving hood section, the rear end of the wear plate beingsupported on the bottom wall of the hood section and the extended side walls of'the hood bearing on opposite sides of the wear plate to maintain the same aligned with the yoke, the wear plate and yokethus, in effect, forming'a unitary structure, whereby the weight of the coupler head,

the shank of which is keyed to the yoke, is overloa-lanced by the weight of the yoke and enclosed shock absorbing mechanism, thereby preventing rocking of the coupler and drooping of the head thereof and assuring continued alignment of the coupler shank and shock absorbing mechanism. V

Other and further objects of my invention will more clearly appear from'the description and claims hereinafter following.

In, the drawing, forming a part of this mechanism or a rear follower.

is a plan view of a supporting wear plate employed in connection with my improved mechanism.

In said drawing, 10 indicate the usual center or draft sills of a railway car underframe, having the usual front stop lugs 1111'secured thereto, A spacing bolster filler casting 12 is secured to the draft sills and is provided with forward extensions 13''1 3 forming the rear stop lugs of the mechanism. The bolster filler casting 12 is associated with the usual bolster indicated by 14. The angle end sill is designated by 15 and has secured thereto the strikingcasting .16, which is of well known form. The

coupler is designated by 17 and is of the usual type, having a connecting shank which is suitably secured to the yoke member of the shock absorbing mechanism. The shock absorbing mechanism proper is designatedby 1S and is disposed within the yoke.

"My improved mechanism for maintaining alignment of the coupler and shock absorbing mechanism comprises, broadly, a carry iron 'A; a wear plate B, guided by the carry iron; and a yoke C, interlocked with the wear plate and enclosing the shock absorbing mechanism 18. i

Y The yoke member C is supported by front and rear saddle plates 1919 secured to the draft sillsin any suitable manner, the same being herein disclosed as. secured by bolts. The yoke member C'is of the hooded type and has the usual spaced top and bottom arms 20-20 connected by a rear end section 21,

= which is adapted to co-operate either direct ly with the rear end of the shock absorbing V In the presentinstance, the shock absorbing mechanism is shown as of the friction shell type, the shell member thereof bearing directly on the rear end section 21 of'the yoke and oo-operating with the rear stop lugs 13.

While the shock absorbing mechanism 18 herein shown is illustrated as of the friction bottom wall 24:. The bottom wall 241, at the forward end portion thereof, is thickened, as shown, thereby providing a flat raised supporting surface 126, which is adapted to cooperate with the wear plate B, as hereinafter more clearly pointed out. The side wall members 25 of the hoodsect-ion of the yoke extend forwardly beyond the top wall, as most clearly shown in Figures 1 and 2. The side walls 25 preferably diverge outwardly, as shown in Figure 2. I

In the present instance, the shock absorbing mechanism, which is illustrated as of the friction ,shell type, co-operates directly with a front main follower 26, which bears on the usual wedge member 27 co-operating with the friction shoes28-28. The follower'26 engages directly the innerend portionsof the sidewalls 25 and the shoulder .29 on the bottom wall of the hood section of the yoke, and also co-operates in the usual manner with the frontstop lugs 11- -11 The shank of the coupler 17 extends intothe hood section 22 of the yoke and is so'arran'gedthat the butt end thereof co-operates with the front "follower 26. The shank of the coupler17 is connected'to the yoke by means ofa trans verse key 30eXtending through aligned openings in the coupler shank, the side walls 25 of the hood of the yoke and key receiving slots 3131 in the draft sills 10, As shown, the key 30 substantially fits the opening in the shank of the .coupler,there being only slight longitudinal play permitted between the same and the coupler, as, most clearly shown in Figurel. I The openings in the side walls of the hood are so proportioned that inward movement of the coupler, with respect to the yoke, is permitted during 'a buffing action of the mechanism. The keyreceiving slots of the draft sills are of such a length that movement of the: key therein is duringbot-h buff and draft. g Although my improvements may be employed; equally well in connection with railpermitted .Way draft riggings, wherein the buffing and draft strokes are equal, in the present instance the same is illustratedin connection with the construction of railway draft riggings, wherein the bufiing stroke of the mechanism is considerably greater than the draft stroke. Upon reference to Figure 2, in which the parts of the mechanism are illustrated in full release position, it will be seen that the coupler ireyis disposed nearest the front ends of the key receiving slots .81. v

'The carry iron A,.which is most clearly illustrated in Figures 1 and 8, issecured to the draft sills adjacent the front ends thereof.

and is provided with an upstanding section 82 having laterally projecting guide flanges 3333, thereby presenting a guide member of the T head formation.

The wear plate B is interposed between the carry iron A and the bottom of the coupler shank. 'As most clearl shown in Fi ure 4 outline and has a rearwardly projecting --tongne section 34 which is adapted to extend into the hood portion 22 of the yoke C. The plate B is provided with a transverse rib 35 on the bottom side thereof, adapted to act as a a limiting stop co-operating with the inner edge of the carry iron A and also with the front end of the bottom wall section 24 of the hood of the yoke.

In the normal position of the parts, as shown in the drawing, the rib 35 is in abutment with the carry iron A, thus holding the plate B against outward movement. The rib 35 thus serves as a limiting stop for the yoke during a draft action, outward movement of the yoke being arrested by engagement of the front edge of the bottom wall of the hood thereof with the rib.

As clearly illustrated in Figures 3 and 4, the main body portion of the supporting wear plate B is considerably wider than the tongue section 34 thereof, and the outer edge portions of the main body portion of the plate are extended downwardly and inwardly, thereby providing guide channels 36 at opposite sides thereof, adapted to co-operate with the "guide flanges 33 of the carry iron. The plate per section thereof preferably spacedfrom,

the front face ofthe buffer block casting a vdistance equal to the permissiblebuffing stroke of the mechanism, this distance being equal to the spacing between the key 30 and the rear end'walls of the slots 31 in the position of the parts illustrated-in. Figure 2. It is further pointed out that. the combined dis tance between the coupler head and the front end of the supporting wear plate B, and between the rib 35 and the front end of the bottom wall of the hood section of the yoke, .is such as to equal the distance the coupler is permitted to move during a buffing stroke. The wear plate B is of such a thickness that the same will fit snugly between the bottom edge portions of the side wall sections 25 of the hood of the yoke and the supporting surface 126 of the bottom wall 24 thereof, the side wall sections 25 of the hood bearing, for substantially theirv entire length, on the side portions of the main body portion of the plate, which side portions, as shown in F igure 4, project a considerable distance laterally beyond the corresponding sides of the tongue 34.

- The-operation of my improved mechanism, assuming a bufling stroke, is as follows The coupler 17 will be forced inwardly, compressing. the friction shock absorbing mechanism 18 through themedium-of the front follower 26, the butt end of the coupler shankbearing directly on the follower 26 and being slidable with respect to the yoke C. During the in ward movement of the coupler, the key 30 will be carried rearwardly therewith along the slots 31 of the draft sills. There will also be a tendency of the supporting wear plateB to be carried inwardly with the coupler, due to the friction existing between the coupler shank and the plate. There will, however, also, be some slippage between these parts, and the coupler head will finally engage the front end of the wear plate B and the rib-35 of the wearplate will be brought into engagement with the front end of the bottom wall of the'hood section of the yoke." The condition last referred to, will exist when the mechanism hasbeen fully compressed and the coupler key 30 has reached theilimit of its inward movement, engaging theinner ends of the slots 31, and thecoupler head has engaged the striking casting 16. During a draft action, the outward movement of the coupler will force the yoke to be moved out-v wardly therewith through theconnecting key 30, thereby compressing the friction shock absorbing mechanism against the front follower 26, which is held stationary by engagement with the front stop lugs 11. The compression stroke in draft is limited by engagement of. the yoke with the rib 35 of the plate B. i

Inasmuch as the coupler shank is supported 7 for substantially the entire length thereof by the Wear plateB, and 'the wear-plate B is in turn slidably supported directly by a carry iron intermediate its ends, and the rear end section thereof is interlocked with the hood portion of the yoke, and the coupler shank iskeyed to the side walls of the hood of the Y- yoke, no tiltingor rocking of the coupler with respect to the yoke is possible, thereby preventing drooping of the coupler head with resultant derangement of the parts, destroying the true alignment of the coupler shank and .the shock absorbing mechanism. It is further pointed out that the supporting wear plate B is interlocked with the yoke against vertical displacement, whereby the yoke and wear plate, together, in effect, form a unitaryv member which-balances or overbalances the weight of the coupler, head. To the weight of the yoke, is added the weight of the shock absorbing mechanism within the yoke, thereby increasing the balancing action of the parts. Displacement of the slidable supporting wear plate'B, with respect to the carry iron A, is also prevented by means of the co-operating guide on the carry iron and supporting plate formed by theT-headed nelmeans on the'wear plate.

' While I have hereinshown and described nation with spaced draft sills; of a carry iron secured to'the draft sills adjacent the outer ends thereof; a coupler; 'a yoke connected to 7 within.

section on thecarry iron and the guide chanwhat I consider the preferred manner of car'- rying out my invention, the sameis merely illustrative, and I contemplate all changes and .modifica ions which .comewithin the scope of theclaims appended hereto.

Iclaini: H

l. In a draft rigging for railway cars, the combination with draft sills; of a yokeacting member between said sills; a shock ab sorbing mechanism within the yoke; a coupler means for connecting the coupler shank .to the yoke to effect movement of the yoke with'the coupler in draft and permit rela tive movement of the coupler and yoke 1n buff; a carry iron; and means movable with respect to the yoke,'interposed between the carry iron and coupler shank for supporting the latter, said means extending into the yoke and locked to the yoke againstvertical displacement relative thereto, whereby the weight ofthe coupler outwardly of the carry iron is overbalanced by the weight of the yoke and shock absorbing mechanism there- '2. In a draft rigging for railway cars, the combination with draft sills; of a carry iron; a yoke member; a coupler; means for con necting the coupler shankqto the yoke; a shock absorbing mechanism withinthe yoke; and a supporting member for the coupler shank movab-leinwardly of the yoke in buff, said member being interposed between the carryiron-and said shank, and havingthe inner end section thereof interlocked with the yoke against vertical .displacement and the outerend in supporting relation to the coupler shankclosely adjacent the head. v

3. In a railway draft rigging, the combination with draft sills; of a supporting element adjacent the outer ends of the sills; a coupler a yoke connected to' the coupler shank; ashock absorbing mechanism within the yoke; a supporting member movable with respect to the yoke, extending from the yoke between the coupler shank and the supporting element and having the outer end thereof disposed adjacent the coupler head, said supporting element having the inner end thereof held against vertical displacement with respect to the yoke.

'4. Ina railway draft rigging, the combination with spaced draft sills; of a coupler; aryoke member; a shock absorbing mechanism within the yoke member; a carry iron adjacent the outer ends of the sills; a connecting key extending through the yoke and conpler shank; a supporting wear plate interposed betweenthe coupler shank and carry iron, said wear plate being'movable on the carry iron and having the rear end thereof slidably connected to the yoke and'interlocked with the yoke against vertical displacement. 7 5; In a railway draft rigging, the combithe coupler shank;shock absorbingmeans iron and having a sliding connection with the yoke.

' 6 In a railway draftirigging, the combinationwith draft sills; of a hooded yoke member movable between said sills; a. shock absorbing-mechanism within the yoke member; a'rcarryiron fixed to said sills; a coupler having the shankthereof connected to the hooded end of the yoke; a movable wear plate supporting the shank of the coupler and slidable on said carry iron, said plate having the inner end thereof extended into the hood section of the yoke and supported by the bottom wall of said hood section, the

side walls of the hood section overhanging the sides of the plate and bearing on the top portion thereof. i 1

7. In a railway draft rigging, thecom bination with spaced draft sills; of a carry iron secured to said sills; a wear plate member slidable on said carry iron, said wear plate member and. carry iron having-cooperating guide'thereon limiting said plate member to movement in a direction lengthwise of the draft rigging; a coupler supported on said: plate member; a yoke connected to the coupler shank;.interengaging means on said yoke and plate memberto prevent relative vertical displacement there- 7 of; and a shock absorbing mechanism within the yoke. 1

8. Ina railway draft rigging, the combination with draft sills; of a carry iron securedtothe sills; a coupler; a yoke member having a hood section at one end, defined by top, bottom, and side walls,said hood section receiving-the inner end of the coupler shank, said side walls being extended beyond the hood section proper; akey extending through the side walls and the coupler shank and holding said shank and yokeagainst rel ative vertical displacement, but permitting relative longitudinal movement of the coupler and yoke in buff a shock absorbing mechanism within the yoke and in co-operating relation with said coupler shank; and a supporting wear plate interposed between the coupler shank and carry iron, said wear plate having the side portions thereof engaged beneath the extended side walls of the hood section of the yoke and having a tongue section extending into theyoke and supported by the bottom wall of the hood section.

9. As an article of manufacture, a combined aligning and draft member for railway draft riggings, said member comprising a yoke element having a hood section at one end thereof, adapted to receive the butt end of a coupler shank, a supporting member for the coupler shank extending forwardly from the yoke to a point closely adjacent the coupler head, said member being detachably connected to the hood by sliding engagement therewith and having the attached end thereof supported against vertical displacement with respect to the hood.

10. As an article of manufacture, a combined aligning and draft member for railway draft riggings, said member comprising a yoke element adapted to receive'a' shock absorbing mechanism; said yoke me her having a hood section at one end thereof adapted to receive the buttend of a coupler shank, said hood section being defined by top, bottom, and side walls, said side walls extending forwardly beyond the hood section proper, and a supporting wear plate member for the coupler shank, said wear plate memher having the inner end section thereof confined between the bottom wall of the hood and the bottom edges of said extended side walls and extending forwardly in supporting relation to the coupler shank to a point close- 1y adjacent the head of the coupler.

11. In a railway draft rigging having draft sills and a coupler, the combination with a carry iron supported atthe outer ends of the sills; of yoke-acting means to which the coupler is operatively attached; means disposed inwardly of the carry iron arranged to slidably support said yoke-acting means and permit longitudinal movement of the latter; and a separate supporting plate for the shank of the coupler, said plate being extendedboth outwardly and inwardly of the carry iron and slidable with respect to the latter, the inner end of said plate being detachably engaged with and supported by said yoke-acting means.

12. In a railway draft rigging having draft sills and a coupler, the combination with a carry iron at the outer ends of the sills; of yoke-acting means to which the coupler is operatively connected; means for slidably supporting the yoke-acting means inwardly of the carry iron; a supportingmemberfor the shank of the coupler interposed between the latter and the carry iron, the inner end of said member being detachably engaged with and supported by the yoke-acting means and cooperating means on said member and carry iron for limiting outward movement of the supporting member with respect to the carry iron.

13. In a railway draft rigging having draft sills and a coupler, the combination with a carry iron at the outer ends of the sills; of yoke-acting means operatively connected with the coupler; supporting means inwardly of the carry iron for slidably supporting the yoke-acting means and permitting longia draft action.

14. In a railway draft rigging having draft sills and a coupler, the combination with a carry iron at the outer ends of the sills; of a hooded yoke into which the coupler shank extends and is operatively connected;rsupporting means inwardly of the carry iron for slidably supporting the yoke for longitudinal movement; and a plate interposed .between the shank of the coupler and the carry iron, said plate being extended both outwardly and inwardly of the carry iron and slidable with respect to the latter, the inner end of said plate being detachably engaged with and supported by the hood portion of the yoke.

15. In a railway draft rigging, the combination with an underframe structure; of a shock absorbing mechanism; a coupler; yoke means connecting the coupler and the shock absorbing mechanism; a carry iron at the outer end of the underframe structure; a follower interposed between the inner end of the coupler and the shock absorbing mechaanism and directly engagedby thecoupler during a bufiing'stroke; and a supporting slide separate from the yoke-acting means movably supported on the carryiron and interposed between the latter and the underside of the coupler shank and normally projecting outwardly beyond the carry iron to provide an extended support for the coupler shank, said supporting slide being engaged and moved outwardly by the follower during releasing action of the mechanism;

In witness that I claim the foregoing I have hereunto subscribed my name this 8th day of March 1928.

' ERNEST R. SOHULZ. 

